Internal-combustion engine.



R. W. DEL lNTERNM. COMBUSTION ENGINE. APPLICATION-Hub JUNE 21.1917.

1,246,747. v Patented Nov. 13, 1917.

2 SHEETSSHEET I.

mz/emm Patented Nov. 13, 1917.

2 SHEETSSHEET 2- R. W. IDE. INTERNAE COMBUSTION ENGINE. .APPLICATJON HLED JUNE 2|. 19!], 1,246,747.

In mumm Z6 m a J 5 and in which Figure 1 UNITED A AT OFFICE-":71

no? w. IDE, or sriemorrnnn, ILLINOIS, ASSIG non T0 IDE eA'rnu'rs conrona'rrou, or? srnmcrrnnn, ILLlNOIS, A CORPORATION or ILLInoIs.

HTEBNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Nov. 13, 1917.

Original application filed February 19 1917, Serial No. 149,572. Divided and this application filed June 21, .1917. Serial No. 175,988

To all whom it may concern: I

Be it known that LROY W. Inn, citizen of the United States, residing at'Springfield, in thecounty of Sangamon and State of Illinois, have invented a certain new anduset-nl Improvement gines, of which the following is a full," clear concise, and exact description.

My invention relates to internal combos tion 'engnes and has tor its general obyect the provision of animproved operation of the butterfly or throttle valve that'controls the admission of engine, operating gas tothe engine, this application being a division of my original application Serial No. 149,- 572, filed February 19, 1917. I employ mechanism whereby this valve has one range of operation while the engine is being star-ted and is run below engine speed and an' other range of operation when the engine is operating above starting speed. This mechanism desirably includes anelectro-Inagnet whose energizing source of current is regu-- lated by the engine. v

I will explain my invention more fully by reference to the accompanying drawings showing the preferred embodiment thereof 1' is a view in sectional elevation of an engine and a carbureter constructed in accordance with my invention Fig. 2 is a view on line 2-2 of Fig. 1; Fig.

3 is a sectional elevation of the electromagnetic throttle valvegoverning 1nechanism which I prefer to employ; Fig. l'is a limited, is inclusive of an engine shaft l'that carries a fly wheel, not illustrated, and which j'nected with the inneriend of view similar to Fig. 3 with-parts in a different relatiomand Fig. 5 is a sectional plan view on line 5-5 of Fig. 1'.

Like parts are indicated by similar characters of reference throughout the different figures. I p

. T he'engine illustrated, but to the employment of which the invention, is not to be shaft-is provided" with a crank structure 3 for turning it. This crank structure is cona pitman '4 whose outerend is "swingingly connected 7 {with a piston 5, all in accordance with well 5 V I, p

known practice. p 1

v The outer portion 6 of the engine casing 13 desirably madecylindricaland is co-axlal with an innercylinder. 7;,- spacing 8 interven ing between the inner cylinder 7 and the cooling fluid that skilled in the art. p U end wall 9 to constitute such cylinder an in IXItQIHQl-COlllbtliStlOIl l -Ellture 28 of a solenoid28 J. regulated by t e speed of the engine. I

engine speed the valve 23 opens outer cylinder 6 for the reception of engine may be circulated through said spacing, as will be understood by those The cylinder? has an explosion cylinder, there being a suitable spark plug (not shown) as will be understood. The working cylinder 13 of the engine receives the piston 5 and, as here shown, functions as a valvlng cyl1nder,to which end 'it is provided with'ports Ill and 15 each as an intake port and,

mission .or intake port 16 and the exhaust port 17 and inasmuch as: there are two ports the form of engine shown the l4 and 15 in valving cylinder is caused to turn a half revolution (during which oneor the other or the ports 14 or 15 operates through a complete cycle that embraces the intake, compression, expansion and exhaust periods) during two revolutions of the engine shaft. The gearing by which the valving cylinder is thus driven at quarter engine speed includes the worm wheel 18 co-axial with and driven by the shaft 1, the worm 19 upon the vertical shaft '20, meshing with the worm wheel 18, the pinion 21 upon the upper end of the shaft 20 and the circular rack carried upon the lower end of the cylinder 13 meshing with the pinion 21. The gas, produced by the carburetcr of my invention. is governed in its passage through the admission port 16 by a butterfly valve 23. This butterfly valve is fixedly mounted upon a.

- shaftQ that extends through the carbureter upper: end is united with the core or' armanetic responsive device,- n circuit-with the the solenoid 28 is source of current that is source of current, as illustrated, is inthe form ofa generator 29 which is driven-by.

the engine, the solenoid responding to the voltage output of the generator. As t'ne voltage decreases in response to-the lowered pp y The electromagk' reciprocable rack 27 whose This additional gas tothe engine to increase the engine speed and vice versa. When the englue is being cranked to start it the response of the'solenoi d to the voltage then generated should be quicker relatively to the response of the solenoid to changes in voltage that arise when the engine is in operation. To

this end the core of the solenoid is provided with a load which is removed therefrom during cranking or starting speed and is added thereto when the speed is-in excess of cranking or starting speed. This load is shown as being in the form of a plunger 30 that operates in the bore of the solenoid core and has a head 31 which rests upon a shoulder 32 in the bore of the solenoid spool 33 when the engine is operating at starting or cranking speed. \Vhenthe engine 18 in excess of such speed the increased voltage is sufhcient 20 to energize the solenoid sufiiciently to enthe generated voltage. The effective weight of. the solenoid core is thus increased to ;normal when the engine is operated at run- "mng speed-but 1S reduced below normal when the-engine is being started so that the 80 operation of the valve 23 is, more sensitive under the latter condition. The position of the rack 27- is thus governed by the voltage impressed upon the solenoid and therefore by the speed of the engine and as this rack '85;moves it turns the pinion 26 to turn the throttlevalve 23. The range or are of travel of the throttle valve 23 during starting speed is indicated by the are 34 in Fig. 3. A throttling or governing range is indicated by the are 35 in Fig 4:, this are succeeding the are 34. lVhen the speed (and consequent voltage) rises above normal or running speed the rack 27 is correspondingly lifted andthe throttle valve 23 is turned in a clockwise direction from the full open position shown by full lines in Fig. l: correspondingly to reduce the flow of gas into the engine and when such speed and voltage are reduced the rack 27 will be lowered correspondingly to turn the throttle valve in a counter-clockwise direction correspondingly to permit an increase in the flow of gas to the engine. It will be observed that the range through which the valve 23 operates for governing or regulating the running speed of the engine is not coincident with the range of operation {pf this valve when the engine is being brought to running speed with the advantage thafi; there 18 increased "6 0? acuum for pulling upon the incoming gas luring starting whereby a r cher gas mixlureris produced during starting than would otherwise h e-the case.

In the embodiment of the invention here 85 shown, gasolencor other liquid fuel is space afforded by the receiving passed through the bore of the nozzle 36 into a receptacle (constituting a mixing chamber vhere the air is carbureted) 37 Whose receiving space is merged with the intake port 16 and whose walls rise above the bottom of thereceptacle for the purpose of trapping the liquid fuel in the composite space of the receptacle and the port 16 during the starting operation of the engine, this fuel being vaporized and carbureted without materially descending into the receptacle as liquid during running speed. The air being carbureted is drawn into the crank case 38 thro ugh the pipe or breather 39 and is drawn upwardly through the intake air pipe 40 from which the air finds access to the receptacle 37 and the intake port 16. Other features'herein shown are set forth more particularly in my aforesaid original application of which this is a division.

\Vhile I have herein shown and particularly described the preferred embodiment of 'myinvention I do not wish to be limited to the precise details of construction shown as "changes may readily be made without departing from the spirit of my invention, but

having thus described my invention I claim as new and desire to secure by, Letters Patent the following:

1. An internal combustion engine including a cylinder having a port for the admission of engine operating gas to the engine;

throttle valve mechanism in the path, of gas being supplied to the engine; and mechanisin governed by the engine and operating I said valve mechanism in one range when the engine is turning below running speed and in another range when the engine is operating above starting speed.

2. An internal combustion-engine including a cylinder having a port for the admis sion of engine operating gas to the engine; a rotatably mounted throttle valve in the path of gas being supplied. to the engine;

and mechanism governed by the engine'forturning this valve in one are when the. engine is turning below running speed and in a succeeding are when the engine is operating above starting speed. I

3. An internal combustion engine including a cylinder having a port for the admission of engine operating gas to the engine; a. rotatably mounted throttle valve inthe path of gas being supplied to the engine; a pinion connected with the valve for enabling it to be turned; a) rack in actuating relation to the pinion; and mechanism governed bythe engine for moving the rack and operating to move the valve in one are when the engine is turning below running speed and in a succeeding are when the engine is operating above starting speed 4. An internal combustion engine including a cylinder having a port for the admission of engine operating gas to the engine;

throttle valve mechanism in the path of gas and regulated by the engine to regulate the action of said electro-magnetic mechanism. 5. An internal combustion engine lIlClLlding a cylinder having a port for the admis sion of engine operating gas to the engine;

a rotatably mounted throttle valve in the electro-niagnetic mechanism for turning this valve in one are when the engine is turning below running speed and in asucceeding are when the engine is operating above starting speed, and a source of cur-,

rent for energizing said eleetro-Inagnetic .path of gas being supplied to the engine:

mechanism and regulated by the engine to regulate the action of said electro-magnetic mechanism. v s

6. An internal combustion engine including a cylinder having a port for the admission of engine operating gasjto the engine; a rotatably mounted throttle valve in the path of gas being supplied to the engine; a

pinion connected wi h the valve for enabling to'the pinion; electro-magnetic mechanism tor moving the rack and operating to move the valve in one are when the engine is turning below running speed and in a succeeding are when the engine is operating it tobe turned; a rack in actuatingrelation I above starting speed; anda source of current for energizing said electro-magneti'c,

mechanism and regulated by' the engine to regulate the action of said electro-magnetic mechanism.

In Witness whereof, I hereunto subscribe my name this first day of J uneA. 1)., 1917.

ROY W. IDE. 

